Heating system



Nov. 23 1926 Re. 16,487

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Q I H I'HM NM WMINU MMMM NIW I I I N Reissued Nov. 23, 1926.

"UNITED STATES PATENT time,

EGBER-T H. GOLD AND EDWARD A. RUSSELL, OF CHICAEG, KLLIIIGIS; SAIDRUSSELL ASSIGNQR TO SAID GOLD.

HEATING SYSTEM.

Original No. 1,537,298, dated May 12, 1925, Serial No. 284,616, filedMarch 24,1919. Application for reissue filed August 3, 1925. Serial No.47,998.

Our invention relates to a heating system, and more particularly to alow pressure or vapor system suitable for heating railway cars althoughthe principles of the invention are applicable to other types of-carheating apparatus.

A railwaypassenger car is ordinarily in service only a portion of thetime. In the winter season it is necessary to heat the car 'to'a certainextent even when it-is. out of service and provision is usually made inrailway-yards or terminals for connecting the steam heating system of arailway car so heated to a source of supply of steam in the yard orterminal, this connection being maintained during the time that theacaris standing unoccupied. But at these times it is not necessary to heatthe car to a normal living temperature, and although it is a commonpractice to dothis, this practice results in very great waste of fuel.Under ordinary circumstances it should be suflicient to keep the carstanding in the yard at a temperature of, say, from forty to fiftydegrees Fahrenheit which will suffice to keep the water pipes andfittings from freezing. Having this possibility in mind it is one of theobjects of our invention to provide, in connection wlth a steam heatingsystem,-

particularly in connection with a vapor system, means whereby, undercertain conditions, for example the conditions prevailing when a car iscut off from a locomotive, the amount of radiating surface under steamis automatically reduced with a proportionate 1dl1Ct-l01'1 of the mediumcirculated through the system and whereby, when service conditions areresumed,'that is, when the train is attached to a locomotive, themaximum radiating surface will be made once more availablefor use.

A further object, subsidiary to the one just mentioned, .is to providean apparatus which will operate as above-described, and which will alsopermit, independently of the conditions named, a variation in the amountof active heating surface of the radiator, by manual or other control,as may be necessary or desirable in order that during the time the caris 1n service 1ts temperature may be regulated, as between daytemperature and night temperature, for example, or v in order that thedesired temperature may be maintained in the car under different Weatherconditions, and in order that the temperature of the car may, ifdesired,'be raised to the maximum when the car is out of service, allwithout interfering with the automatic return of the controlling meansto the low temperature position when the car, having been in service, isagain put out of service. By these arrangements the car in service maybe heated to the high temperature, to a lower temperature or the heatmay be cut oif entirely (although by automatic operation of theapparatus it is given the high temperature) whereas when out of serviceit is always heated at least to the low temperature but may, if desired,be given the maximum amount of heat. With the form of heating systemshown and to be described, high temperaturedmeans the temperature,variable according to weather conditions, produced by having all of theradiating surface active while low temperature means that produced whena certain definite amount of heating surfacehas been made inactive.

Another object of the invention is to proride, in a vapor or lowpressure system, means whereby the, presence or absence of steam in thesteam train pipe determines whether (subject to the action of cartemperature controlling devices operated manually or otherwise) theradiating surface of the heating system or port-ion of the same,

shall, on the one hand, be supplied with steam, or on the other hand,shall be cut off from the steam supply and placed in a condition inwhich the water of condensation can be drained therefrom. e

The steam heating system upon which our invention is specificallyintended to improve involves the use of one or more radiating coils towhich .steam is admitted at low pressure and from which the water ofcondensation is discharged by means of one or more shut ofi and drainvalves, and it is also an object of the invention to provide a motor ofnovel and improved construction adapted to be operated in one directionby fluid pressure, particularly by steam pres sure, and in the otherdirection by a spring for effecting the movements of the valve withwhich such motor is associated.

The invention consists of the novel and improved devices, constructionsand arrangements, to be hereinafter described and claimed, for carryingout the above stated objects and such other incidental objects as willappear from the following description of'a preferred embodiment of theinvention.

This embodiment of the invention-is illus trated in the accompanyingdrawings where- 1n F ig.- 1 is aview, inperspective, of the controllingelements of the heating system of our invention, the flooring of the carbeing shown in section.

, Fig. 2. is a vertical sectional view taken through one of the shut offand drain valves and its motor.

Fig. 3 is a view, in elevation, ofthe parts shown in Fig. 2.

Fig. 4 is a sectional plan on line't4 of Fig. 2.

Fig. 5 is a sectional plan of the shut-off and drain valves showingtheir relation with each other and with the radiatingcoils.

FigtG/is. a longitudinal sectional view of a preferred form of vaporregulator, the function of which is tamaintain the steam in the activeradiating coil or coils at sub-- stantially' atmospheric pressure, and-Fig. 7'- is a diagram showing the apparatus as installed on one of thecars of a railway train and the connections bet-ween said car and thelocomotive" and the yard or terminal steam .supply.

Like characters of reference designate like parts in the several figuresof the draw ings.

The. heating system, in the preferred embodiment shown in the drawings,consists essentially of the following elements: A is a radiating coilwhich is termed aprimary radiator because it is always under steam whenthe heating system is in operation. B is an auxiliary radiating coilpreferably arranged in series with the primary radiator and adapted foroccasional use, the two coils constituting, because of their serialarrangement, a single radiatorthrough all of which (both coils) orthrough a portion of which only (coil A) heating medium may becirculated in accordance with the requirement of the car for heat. C isa steam supply pipe connected with the train line of the car 0, 0, O andD a. vapor regulator of familiar construction. The supply of steam tothe primary radiator A is controlled by a shutoil and drain valve E. Asimilar valve F controls the circulation of medium through the auxiliaryradiator. These valves are 0perated by steam motors, designated G and Hrespectively, supplied by a pipe I fitted to the vapor regulator on thehigh pressure side in alignment ith pipe (l, pipe I having a ranch pipeJ leading to the motor H. Low pressure steam passes from the vaporregulator D through pipe K to the valve E of the primary radiator. L isa return pipe leading from valve F of the auxiliary radiator B back tothe vapor regulator. M is an air motor supplied with air underpressurefrom pipe N which is connected with the air system of the car,preferably with the airsignal line P, P, P This motor acts inconjunction with the steam motors and H as a selecting device to governthe action of the controlling mechanism above described, the position ofits piston determining whether the heating apparatus shall, be operatedto deliver to thecar the maximum amount of heat of which the system iscapable or a reduced amount. It controls the admission of steam to thesteam motor H associated with the shut oif'and drain valve F of theauxiliary radiator B so that themotor H can be actuated to open theauxiliary radiator only when there is pressure in the air signal li e,that is, when the car is connected to a locomotive. The steam motor G,however, is subject to steam pressure and operates to open the primaryradiator whenever the supply pipe C is under steam whether the steam isderived from the locomotive or from steam supply in the yard orterminal.

Referring to Fig. designates the railroad car on which the heatingapparatus above described is installed, this car being assumed to be therear of the train. At R is shown fragmentarily the forward car of thetrain. S designates the locomotive. T is the steam supply coupling atthe terminal where the train, according to this figure, is supposed tobe standing. U, U. U is the air brake line of the train.

In Figs. 1 to 6 of the drawingsthe parts of the apparatus are shown inthe positions which they occupy when there is pressure in the supplypipe C but no pressure in the air line N, that is to say, the parts arein the position which they occupy when the car is disconnected fron'ithe locomotive but is being heated from the yard or terminal steam line.

In Fig. 7 the car'is shown as operativeiy connected with the locomotive,train line 0 being, therefore, disconnected from the tor-- minal supplysteam coupling T. In the position of the parts shown in the first sixfigures primary coil A is active but steam is through pipe I to thesteam motor G of the.

primary radiator valve E holding the valve in its open position, as willbe herema'tter described. There being no air in air line N the steamcannot reach the motor H of the auxiliary radiator valve F. Hence thisvalve closes its radiator. Thesteam from pipe C in passing into pipe Kis reduced in pressure by action of the vapor regulator D and thenpasses into chamber of valve E, thence to chamber not the valve,'thr0ughthe primary radiator A to chamber 12 of valve E, thence to chamber 13and through a pipe14 to chamber 15 of valve F. The valve body of thisdevice being in position to shut-off the auxiliary radiator B andchambers 16 and 17 with which the ends of the radiator communicate, thesteam is short circuited to chamber 18 and thence into return pipe Lwhich extends to the thermostat chamber of the vapor regulator.

The vapor regulator is shown in Fig. 6. It comprises a casing 19 dividedto form a high pressure chamber 20 and a low pressure chamber 21', thehigh pressure chamber being in communication with pipes C and I and pipeK leading from the low pressure chamber 21. The port 22 between thechambers is controlled by a valve 23, the

stem 24 of which is connected to a bell crank 25 pivoted at 26 to a web27 depending from the casing 19. A thermostatic member 28 is arranged ina thermostat casing 29 to which pipe L leads, and supports a rod 30pivoted to hell crank 25. The amount of steam passmg through the vaporregulator depends upon the degree or" expansion of the thermostaticmember 28 which is controlled by the condition of the medium dis--charged from the radiating coil or coils.

\Vhen the active coil or coils become filled,

with steam the outflow of steam through pipe L Wlll actuate thethermostat to close valve 23, lnmtmg the amount of steam introduced intothe radiating system.

to. In the space between the webs is a cylindrical bushing 36 havingopenings corresponding to openings between the webs in which is arrangeda valve body 37 of the butterfly type provided with upper and lowerdiscs 38 and 39, the lower disc hearing upon the bottom web 40 of thebushing 36. The stem 41 of the valve body provided with a handle 42 isformed at its lower end with a flange 43 fastened by a screw 44 to theupper disc 38 of the valve body. The stem passes through a bonnet 45. Acoil spring 46 is preferably inter-- posed between the bonnet and flange43 above referred to. The lower disc 39 of the valve body is providedwith a train port 47 which is adapted to register with a drain port 48in the bottom web 40 of the bushing 36 when the valve body is in theposition cutting out'the radiating coil. The bottom member 49 of thevalve casing is formed with a drainage duct 50 which communicates with aduct 51 formed in the upper portion 52 of the main casing of the steammotor, the upper portion of this casing being connected to the lowerportion 53 by webs 54. 55 is a drainage pipe leading from duct 51through the flooring of the car, the flooring being indicated at 56 in.Fig. 1. 57 is a nut to hold the motor casing '52, 53, 54 against thebottom member 49 of the valve casing. The valve body 37 is formed with'a bore 58 into which extends the upper end of arevoluble member 59provided with a collar 60 supporting it on the bottom member 49 of thevalve casing and formed with an enlargement 61 providing a.

thrust bearing for such revoluble member against the under side of saidcasing member 49. The upper end 01 the revoluble member 59 is formedwith a slot 62 in which is arranged a fiat sliding latch bolt 63, theend of which is adapted to fit into a slot 64 in the lower end of thevalve stem 41. The latch bolt is kept in this position by means of acoiled spring 65 arranged in a recess 66 in the revoluble member 59. Thelower end of the revoluble member is formed with a spiral slot 67engaged by a projection or thread 68 formed on the interior of a sleeve69 which is fastened to a stud 7 0 projecting from and forming part or apiston 71 arranged within an enlarged bore 72 or cylinder formed in thelower member 53 of what has been termed the motor casing. The sleeve 69is formed with longitudinal slots 7 3 into which project the ends ofstuds 74 fixed in the casing member A heavy coiled spring 75 isinterposed between the top of casing member 53 and piston 71. The lowerend of casing member 53 is closed by a head 53 to which is connected thepipe J which has been described as a branch of the high pressure pipe I.The

valve stem 41 is formed with a bore 76 through which projects a push rod77 terminating at its upper end in a button 78. The lower end of thepush rod is adapted to bear against the sliding latch bolt 63 which maybe depressed so as to disconnect the valve from the motor to allow thevalve to be operated manually by handle 42.

The above description applies to the construction of the valve and motorassociated with the primary radiator A as well as to that of the valveand motor associated with the auxiliary radiator B. The auxiliaryradiator, in the embodiment of our invention shown, is adapted, asstated, to be controlled ultimately in accordance with the existence ofor absence of pressure in the air line P, P, P The arrangement foraccomplishing this control will next be described.

The air motor M consists of a cylinder 79 in which is arranged a piston80 normally held at the inlet end of the cylinder by a spring 81. Thestem 82 of the piston is connected to a lever 83 pivoted at 84C to themotor casing. The lower end of lever 83 is pivotally connected to thestem 85 of a valve 86 adapted to control a port.87 oi relatively smalldiameter between pipe J and the port 88 leading to the cylinder 72.Valve stem 85 passes through a gland 89, the bore 90 of. which is ofgreater diameter than stem 85 and is provided with a discharge port 91to the atmosphere. The valve 86 is a double faced valve and on its backstroke closes the duct 90.

hen the air line P, P, P is under pressure, which occurs when the car isattached to the locomotive, piston 80 will be forced toward the outerend of cylinder 79 compressing spring 81. This withdraws valve 86 fromport 87 permitting the steam pressure in pipe J to raise piston 71,compressing spring 75. The revoluble member 61 is given a quarter of aturn and the valve body 37 is moved from the position shown in Fig. 5 toa position which puts chamber 15 in communication with chamber 16, andchamber 17 in communication with chamber 18. The drain port 47, 48 isclosed and the auxiliary radiator B opened to the steam supplycirculating through the primary radiator A. As soon as the car is cutoff from the locomotive and the pressure in the air signal line reducedto atmospheric 'n'essure, spring 81 will force piston 80 back to itsnormal position moving valve 86 to close port 87 and thereby shut oiisteam pressure from the steam motor. The spring 75 of the motorreturnsthe piston to its original position, rotating valve body 37 backto the position shown in Fig. 5. Steam in the cylinder 72 exhauststhrough ports 88, 90 and 9].. In case it should be necessary to operatethe valve 37 by hand, (of

either the auxiliary or the primary valve devices F or E) this can bedone by pressing down on push rod 77 which disconnects the valve fromthe motor. However, as soon as the condition of the pressure in air lineP, P, P changes (in. case of the mechanism associated with the auxiliaryradiator B) or soon as the condition of the pressure in the supply pipeC changes (in the case of the mechanismassociated with radiator A), theturning of the revoluble member or the motor will reconnect,automatically, the valve .vith the motor. To illuste the utility of thisarrangement, let us suppose that the car is taken from the yard. to theterminal where, as is customary, steam train pipe 0 will be connected tothe to au'l. steam supply coupling T and it sired to heat the carrapidly before the locomotive has been attached to the train. In suchcase the auxiliary radiator valve will be opened by hand but as soon asthe locomotive is attached to the train and pressure is established inthe air pipe P the connection between the motor and the valve will bereestablished so that after this the operation of the auxiliary radiatorvalve will take place automatically. WVhen either radiator valve ismoved to shut 01? its radiator a drain port is open from the radiator tothe atniosphere which will allow the .escape from the radiator of anywater of condensation. This opening of. the coils for d1 .inage purposestakes place automatically whenever the car is cut off from the steamsupply. As soon as the steam train pipe 0 of the is connected to asupply of steam, on the locomotive or in. the terminal or yard (bycoupling T or a corresponding coupling in the yard), the valve E isimmediateiy opened to admit steam to the primary radiator. The valve ofthe auxiliary radiator is subject to the same conditions except that itis opened automatically only in case, through the connection of the carto the locomotive, the air signal line P, P, P is under pressure. As aresult .of these arrangements both primary and auxiliary valves arenormally open (with the car in service), the auxiliary valve beingopened automatically when the car is connected with the locomotive; butbecause of the ca, pacity of the valves for manual control either one orboth valves may be closed, so that while the car-is in service it mayreceive the maximum amount of heat or the smaller amount or the heat maybe shut oil entirely. However, when the car is out of? from thelocomotive the valves, if disconnected from their motors, are at oncereconnected therewith so as to restore the automatic control. Forexample, assume that the car is cut off from the locomotive with bothvalves closed. The disappearance of pressure in the steam train pipewill allow the valve stems to be rotated through action of springs 75 soas to bring latches 63 into slots 62. lhe disappearance of pressure inthe air line will allow spring 81 to seat valve 86 in the steam portleading to the motor of the auxil'ary valve F. As soon as the steamtrain pipe connected to the yard steam supply valve E of the primarycoil will be opened but valves F of the auxiliary coil will remainclosed. Ience the car willalways be given at least-the reduced amount ofheat although it may, by subsequent manual setting of the auxiliaryvalve, be given the full amount. But this does not prevent unlimitedcontrol by hand of the radiator valves while the car is in service, togive the maximum amount of heat, a smaller amount, or none at all,although normally, and without special manipulation of the valves thecar is supplied, during the service period, according to the preferredform of our invention, with the maximum amount of heat that theapparatus is capable of giving and during the out of service period withthe reduced amount of heat.

We claim:

1. In combination, a railway car, a mechanism made operative when thecar is connected with a locomotive and inoperative when the car isdisconnected from the locomotive, a radiator in the car adapted to besupplied with heating medium from the locomotive when the car isconnected thereto and from another source when the car is disconnectedfrom the locomotive, and automatically operated controlling meanswhereby heating medium is shut off from a portion of the radiator whenthe aforesaid mechanism is inoperative.

' ling mechanism made operative when the car is connected with alocomotive and inoperative when the car is disconnected from thelocomotive, a radiator in the car adapted to be supplied with heatingmedium from the locomotive when the caris connected thereto and fromanother source when the car is disconnected from the locomotive, andautomatically operated controlling means whereby heating medium is shutoff from a portion of the radiator when the aforesaid 7 mechanism isinoperative.

,4. In combination, a railway car, a signal air tram pipe associatedtherewith normally supplied with air pressure from the locomotive,radiator in the car, and automatically operated controlling meanswhereby heating medium when supplied to the radiator is circulatedthrough all of said radiator or through only a portion of the samedependent upon whether air pressureis or is not present in said signalair train pipe.

5. In combination, a railway car, a radiator therein, controllingmechanism adapted to be set to establish a circulation of heating mediumeither through the radiator as a whole or through only a portion of thesame, automatically actuated means for setting said controllingmechanism for one circulation or the other, and additional means forsetting said mechanism for one of said circulations which additionalsetting means is made inoperative through actuation of the automaticallyactuated means.

6. In combination, a railway car, a radiator therein, controllingmechanism adapted to be set to establish a circulation of heating mediumeither through the radiator as a whole or through only a portion of thesame, automaticall actuated means for setting said controlling mechanismfor the first mentioned circulation on attachment of the car to thelocomotive and for the second mentioned circulation on detachment of thecar therefrom, and manually operated means for setting the controlmechanism for the second mentioned circulation which manually operatedsetting means is made inoperative on actuation of the automaticallyactuated setting means.

7. In combination, a railway car, a steam train pipe, a radiator in thecar comprising two sections, valves to govern the flow of steam throughsaid sections respectively, and controlling mechanism for said valveswhich is actuated automatically to set both valves to open positionwhen-the car is attached to a locomotive and said train pipe suppliedwith steam and to set one of said valves to open position and the otherto closed position when the car is detached from the locomotive and thetrain pipe connected with another source of supply of steam.

8. In combination, a railway car, a steam train pipe, a radiator in thecar comprising two sections, valves to govern the flow of steam throughsaid sections respectively, and controlling mechanism for said valveswhich is actuated automatically to set both valves to open position whenthe car is at tached to a locomotive and said train pipe supplied withsteam and to set one of said valves to openposition and the other toclosed position when'the car is detached from the locomotive andthetrain pipe connected with another source of supply of steam, andmanually operated means for setting one of said valves to the openposition when the car is detached from the locomotive which manuallyoperated setting means releases its control of the valve automaticallywhen the car is attached to and receives steam from the locomotive.

9. In combination, a railway car, a steam train pipe, a radiator thereincomprising a plurality of sections, valves to govern the flow or heatingmedium through said sections respectively, controlling mechanism forsaid valves adapted to be set to allow the steam to circulate throughthe radiator as a whole or to allow the steam to circulate through aportion only 01' the radiator, automatically actuated means fordetermining which control said controlling mechanism shall he set for,and manually operated means for setting said mechanism for one controlwhich manually operated setting means is released by operation of saidautomatically actuated means.

10. The combination with a railway car provided with a steam supply pipeand a pipe to contain compressed air, of two radiating coils in the car,a vapor regulator, two valves associated with said radiating coilsrespectively, one of said valves adapted in one position to direct steamfrom the supply pipe to its radiating coil and then to the other valveand in another position to direct said steam immediately to said othervalve short circuiting said radiating coil and opening a draintheretrom, said other valve adapted in one position to direct steam toits radiating coil and therefrom to the vapor regulator, and in anotherposition to direct steam immediately to. the vapor regulator shortcircuiting its radiating coil and opening a drain therefrom, a steammotor for operating said last named valve, and means actuated bypressure in said air pipe for controlling the admission of steam to saidmotor.

11. The combination with a railway car provided with a steam supply pipeand a pipe to contain compressed air, of two radiating coils in the car,a vapor regulator, two valves associated with said radiating coilsrespectively, one of said valves adapted in one position to direct steamfrom the supply pipe to its radiating coil and then to the other valveand in another position to direct said steam immediately to said othervalve short circuiting said radiating coil and opening a draintherefrom, said other valve adapted in one position to direct steam toits radiating coil and therefrom to the vapor regulator, and in anotherposition to direct steam immediately to the vapor regulator shortcircuiting its radiating coil and opening a drain therefrom, a motoroperated by steam for moving said lastnamed valve to the first specifiedposition and comprising a spring for moving said valve to the secondspecified position, and a valve opened by pressure in said air pipe foradmitting steam to said motor.

12. The combination with a railway car provided with a steam supply'pipe and a pipe to contain compressed air, of two radiating coils inthe car, a vapor regulator, two valves associated with said radiatingcoils respectively, one of said valves adapted in one position to directsteam from the supply pipe to its radiating coil and then to the othervalveand in another position to direct said steam immediately to saidother valve short circuiting said radiating coil and opening a draintherefrom, said other valve adapted in one position to direct steam toits radiating coil and therefrom to the vapor regulator, and in anotherposition to direct steam immediately to the vapor regulator shortcircuiting its radiating coil and open ing a drain therefrom, steammotors associated with said valves respectively for operating the same,and a valve actuated by pressure in said air pipe for controlling theadmission or steam to one of said motors.

13. The combination with a railway car provided with a steam supply pipeand a pipe to contain compressed air; of a radiator in the carcomprising a primary coil and an auxiliary coil, a valve associated withthe auxiliary coil which in one position puts said coil in communicationwith the primary coil and in another position opens a drain from theauxiliary coil and cuts oil said coil from the primary coil, a motor theactuation 01 which is conditioned on the existence of pressure in saidair pipe for moving said valve to said first specified position,'saidmotorincluding a spring for moving the valve to the second specifiedposition, and means independent of the motor for operating said valve.

1a. The combination with a railway car provided with a steam supply pipeand a pipe to contain compressed air; of a radiator in the carcomprising a primary coil and an auxiliary coil, a valve associated withthe auxiliary coil which in one position puts said coil in communicationwith the primary coil and in another position opens a drain from theauxiliary coil and cuts off said coil from the primary coil, a motor theactuation of which is conditioned on the existence oi" pressure in saidair pipe for moving said valve to said first specified posit-ion, saidmotor including a spring for moving the valve to the second specified position, said valve having a handle for moving it, and means fordisconnecting the valve from the motor.

15. The combination with a railway car provided with a steam supply pipeand a pipe to contain compressed air; of a radiator in the carcomprising a primary coil and an auxiliary coil a valve associated withthe auxiliary coil which in one position puts said coil in communicationwith the primary coil and in another position opens a drain from theauxiliary coil and cuts off said coil from the primary coil, a motor theactuation of which is conditioned on the existence of pressure in saidair pipe for moving said valve to said first specified position, saidmotor including a spring for moving the valve to the second specifiedposition, said valve having a handle for moving it, and means fordisconnecting the valve from the motor and for re-connecting it theretoautomatically when the pressure condition in the airpipe changes.

. 16. The combination with a railway car provided with a steam supplypipe and a pipe to contain compressed air, of two radiating coils in thecar, a vapor regulator, two valves associated with said radiating coilsrespectively, one of said valves adapted in one position to direct steamfrom the supply pipe to its radiating coil and then to the other valveandin another position to direct said steam immediately to said othervalve short circuiting said radiating coil and opening a draintherefrom, said other valve adapted in one position to direct steam toits radiating coil and therefrom to the vapor regulator, and in anotherposition to direct steam immediately to the vapor regulator shortcircuiting its radiating coil and opening a drain therefrom, steammotors associated-with said valves respectively for operating the same,a valve actuated by pressure in said air pipe for controlling theadmission of steam to one of said motors, each of said valves beingprovided with a handle, and means for releasing the connection betweeneach valve and its motor.

17. In a heating system, the combination of a supply pipe to containheating medium under pressure, a radiator, a shut-off and drain valveinterposed between the supply pipe and radiator, and means actuatedalternately by the presence of and absence of pressure in the supplypipe for respectively opening communication between the supply pipe andradiator and for cutting off the radiator from the supply pipe andopening a drain therefrom. 18. In a heating system, the conibinatlon ofa supply pipe to contain heating medium .under pressure, a radiator, ashut-0E and drain valve interposed between the supply pipe and radiator,a motor actuated by steam from said supply pipe for operating saidvalve, and means whereby the valve may be disconnected from the motorand opened and closed independently thereof.

.19. In a heating system, the combination of a'supply pipe to containheating medium under pressure, a radiator, a shut-off and drain valveinterposed between the supply pipe and radiator, a motor actuated bysteam from said supply pipe for operating said valve, means providing areleasable connection between said valve and motor, a handle on thevalve, and means for releasing said connection between the valve andmotor.

20. In a heatin system, the combination of a supply pipe to containheating medium under pressure, a radiator, a shut-oil and drain valveinterposed between the supply pipe and radiator, a motor actuated bysteam from said supply pipe for operating said valve, means independentof the motor for operating the valve, and means providing a releasableconnection between said valve and motor which is automaticallyre-established When the pressure in the supply pipe changes.

21. In a heating system, thecombination or" a supply pipe to containheating medium under pressure, a radiator, 21. shut-01f and drain valveinterposed between the supply pipe and radiator, a motor actuated bysteam from said supply pipe for operating said valve, a handle foroperating said valve, and means associated with the handle fordisconnecting the valve from said motor.

22. In a heating system, the combination of a supply pipe to containheating medium under pressure, a radiator, a shut-oft and drain valveinterposed between the supply pipe and radiator, a motor actuated bysteam from said supply pipe for operating said valve, a handle foroperating said valve, and means providing a releasable connectionbetween said Valve and motor which is automatically reestablished when achange of pressure in the supply'pipe takes place.

23. In combination, a railway car, a radiator therein, a supply pipe fora heating medium under pressure and controlling mechanism adapted to beset for either one of two controls, one of which allows a circulation ofheating medium through the entire radiator and the other through only aportion of the same, the setting of said mechanism for the first controlbeing automatically eilected by attachment of the car to the locomotiveand for the second control by detachment of the car from the locomotiveand both or said controls being de pendent on pressure in said supplypipe.

24. In combination, a railway car, a conduit to contain air underpressure, a radiator in the car, a supply'pipe for the heating mediumunder pressure and controlling mechanism adapted to be set for eitherone of two controls, one of which allows circulation through the entireradiator and the other through only a portion of the same, the settingof said mechanism for the first control being automatically effectedthrough the introduction or" air under pressure into said conduit andfor the second control by the disappearance of pressure therefrom bothor" said controls being dependent upon pressure in said supply pipe.

.25. The combination with the signal air circuiting its radiating coiland opening a train pipe of a railway car, a heating apparatuscomprising a radiator and a control ling mechanism adapted to be set foreither oneof two controls, one of which allows circulation of heatingmedium through-the entire radiator and the other through only a portionof the same, the setting of said mechanism for the first control beingautomatically effected by pressure in said signal air train pipe and forthe second control by disappearance of pressure in said air train pipeboth of said controls being dependent upon pressure in said steam trainpipe.

26. In combination, a railway car, a radiator, a supply pipe for heatingmedium under pressure, controlling mechanism adapted to be set,,upon theexistence of pressure in said supply pipe, for either one of twocontrols, one of which allows circulation of the heating medium throughthe entire radiatorand the other through only a portion of the same,.means actuated automatically under predetermined conditions for settingsaid controlling mechanism, and manually operated setting means for thecontrolling mechanism which manually operated setting means is madeinoperative when said automatically actuated means is actuated.

27. In combination, a railway car, a radiator therein, a supply pipe forheating medium under pressure, a conduit to contain air under-pressure,a valve to govern the circulation of heating medium through theradiator, and means for opening said valve, the operation of which isdependent upon pressure in both said supply pipe and said air conduit.

28. In combination, a railway car, a radiator therein, controllingmechanism adapted to be set to establish a circulation of heating mediumeither through the radiator as a whole or through only a portion ofsame, and automatically actuated means for setting said controllingmechanism for the first mentioned control on attachment of the car tothe locomotive, and for the second mentioned control on detachment ofthe car therefrom.

29. The combination with a railway car provided with a steam supply pipeand apipe to contain compressed air, of two radiating coils in the car,avapor regulator, two valves associated with said radiating coils,respectively, one of said valves adapted in one position to direct steamfrom the supply pipe to its radiating coil and then to the othe valveand in another position to direct such steam immediately to said othervalve, short circuiting said radiating coil and opening a draintherefrom, said other valve adapted in one position to direct steam toits radiating coil and therefrom to the vapor regulator, and in anotherposition to direct steam immediately to thevapor regulator, short draintherefrom, steam motors associated with said valves, respectively, andcommunicating directly with the steam supply pipe so as to be subject tothe high pressure therein, for operating said valves, and a valveactuated by pressure in said air pipe for cone trolling the admission ofsteam to one of said motors.

30. In a steam heating system for a railway car provided with a .steamtrain pipe, heating means connected with the train pipe to receive steamtherefrom, and mechanism actuated on cessation of steam supply to thetrain pipe for opening a drainage outlet for .water of condensation fromthe heating means.

31. In a steam heating system for a rail- .way car provided with a steamtrain pipe, heating means connected with the train pipe to receive steamtherefrom, and provided with a drainage outlet for water ofcondensation, and mechanism actuated when the train pine is suppliedwith steam to close said outlet and when steam is cut ofl from the traEnpipe to open said outlet.

32. In a steam heating system for a railway car provided with a steamtrain pipe, heating means connected with the train pipe to receive steamtherefrom, a valve 'to close communication between the train pipe andheating means provided with a drainage outlet in communication with theheating means which is open when the valve is closed, and mechanismactuated when steam is shut off from the train pipe for moving saidvalve to its closed and draining position.

33. In a steam heating system for a rail.- way car provided with a steamtrain pipe, heating means connected with the train pipe to receive steamtherefrom, and mechanism actuated by pressure changes in said steamtrain pipe for opening a drainage outlet for water of condensation fromsaid heating means on cessation of steam supply to said train pipe.

3 In a steam heating system for a railway car provided with a steamtrain pipe,

. heating means connected with the train pipe to receive steam therefromand provided with a drainage outlet for water of condensation, andmechanism subject to pressure Changes in said train pipe actuated, whenthe train pipe is supplied with steam, to close said outlet and whensteam is cut 0-H from the train pipe to open said outlet.

35. In a steam heating system for a railway car provided with a steamtrain pipe, heating means connected with the train pipe to receive steamtherefrom, a. valve to close communication between the train pipe andheating means provided with a drainage outlet in communication with theheating means which is open when the valve is closed, and mechanismsubject to pressure changes in the train pipe actuated when steam isshut off from the train pipe for moving said valve to its closed anddraining position.

-36. In combination, a railway car, a mecha-- nism made operative whenthe car is connected with a locomotive and inoperative when the car isdisconnected from the locomotive, a radiator in the car adapted to besupplied with steam from the locomotive when the car is connectedthereto and from a different source whenthe car is disc-0nnected fromthe locomotive, automatically operated controlling means; in addition tothe aforesaid mechanism whereby steam is excluded from a portion of theradiator when the aforesaid mechanism is inoperative, and means formaintaining the steam in said radiator, or a portion of the same as thecase may be, at a substantially uniform pressure.

37. In'combination with a railway car, a steam train pipe adapted to besupplied with steam from a locomotive and also from an other source ofsupply of steam when the car is'disconnected from the locomotive', anair train pipe adapted to be connected with a source of'supply of airunder pressure on the locomotive, a radiator in the car, means wherebysteam is excluded from a portion of. the radiator when the car is outoff from the locomotive and the train pipe connected with saidothersource of supply of steam, and means for maintaining the steam insaid radiator, or portion of the same as the case may be, at asubstantially uniform pressure. 1

38. In combination. a railway car, a radiator therein adapted to receivesteam, controlling mechanism adapted to beset to establish a circulationof steam through the radiator as a whole or through only a portion ofthe same, automatically actuated means for setting said controllingmechanism for the first mentioned control on attachment of the car tothe locomotive and for the second mentioned control on detachment of thecar therefrom, and means for maintaining the steam in said radiator, orportion of the same as the case may be, at a relatively uniformpressure.

39. In combination with the heating apparatus of a'railway car adaptedto'heat the car when the latter is connected with a loco motive andalso,'from a stationary source of heat energy,'fwhen the car standsdisconnected from the locomotive in a yard or terminal, manuallyoperable control mechanism adapted to be set to put said heatingapparatus'out of operation, and-means actuated on disconnection of thecar from the locomotive to automatically reset said control mechanism toa positionin which said heating apparatus, when connected with saidstationary source of heat energy, is made operative to heat the car.

40. In combination with the heating paratus of a railway car adapted toheat the car when the latter is connected with a loeomechanism to aposition in which said heat-.

ing apparatus, when connected with said stationary source of heatenergy, is made operative to deliver heat to the car in quantities lessthan the maximum capacity of the apparatus. l T

41. In combination with-the heating ap paratus of a railway car adaptedto heat the car when the latter is connected with a locomotive and also,from a stationary source of heat energy, when the car standsdisconnected from the locomotive in a yard or terminal, manuallyoperable control mechanism adapted tobe set to put said heatingapparatus out of operation, and means actuated on connection of the carto, and also on disconnection of the car from, the locomotive toautomatically reset said control mechanism to a position in which, saidheating apparatus, when connected with said stationary source of heatenergy, is made operative to heat the car.

42; In combination with the heating apparatus 01'': a railway caradapted to heat the car when the latter is connected with a locomotiveand also, from a stationary source of heat ener when the car standsdisconnected from the locomotive in a yard or terminal, manuallyoperable control mechanism adapted to be Set to put said apparatus outof operation, orto vary the amount of heat delivered to the car, andmeans actuated on disconnection of the car from the locomotive forresetting said mechanism to a position in which said heating apparatus,when connected with said stationary source of heat en-. ergy, deliversheat to the car in quantities less than the maximum capacity of saidapparatus f V 43. In combination with the heating ap paratus of arailway car adapted to heat the car when the latter is connected with alocomotive and also, from a stationary source of heat energy, when thecar stands disconnected from the locomotive in a yard or'terminal,manually operable control mechanism adapted to be set to put saidapparatus out of operation, or to vary the amount of heat delivered tothe car, and means actuated on connection of the car to the locomotivefor resetting said control mechanism to cause the heating apparatustodeliver heat to the car at the full capacity of said apparatus.

' 44-. In combination with the heating apparatus of a railway caradapted to heat the car when the latter is connected with a locomotiveand also, from a stationary source of heat energy, when the car standsdisconnected from the locomotive in a yard or terminal, manuallyoperable control mechanism adapted to be set to vary the amount of heatdelivered to the car, and means actuated on disconnection of the carfrom the locomotive for re-setting said mechanism to a position in whichsaid heating apparatus, when connected with said stationary source ofheat energy, delivers heat to the car in quantities less than themaximum capacity of the apparatus.

45. In combination with the heating apparatus of a railway car adaptedto heat the car when the latter is connected with a loco motive andalso, from a stationary source of heat energy, when the car standsdisconnected from the locomotive in a yard or terminal, manuallyoperable control mechanism adapted to be set to vary the amount of heatdelivered to the car, and means actuated on connection of the car to thelocomotive for re-setting said mechanism to cause the heating apparatusto deliver heat to the car at the full capacity of said apparatus.

46. In combination with the heating apparatus of a railway car adaptedto heat the car when the latter is connected with a locomotive and also,from a stationary source of heat energy, when the car standsdisconn'ected from the locomotive in a yard or terminal, manuallyoperable mechanism adapted to be set during periods of either attachment of the car to or detachment of the car from the locomotive to varythequantity of heat delivered to the car, and automatically operatingmechanism, in addition to saidmanually operating mechanism actuated whenthe car is attached to the locomotive for causing said apparatus todeliver relatively large quantities of heat to the car and, when the caris disconnected from the loco motive and the heating apparatus connectedwith said stationary source of heat energy, to cause said apparatus todeliver smaller quantities of heat to the car.

47. In combination with a railway car having steam and compressed airtrain pipes, a radiator adapted to receive steam from a locomotive andfrom another source of supply of steam. manually operable mechanism forthe radiator, and automatic means for operating said valve mechanismeffective to admit steam to the radiator in relatively large amountswhen the car is connected with a locomotive and in smaller amounts Whenthe car is disconnected from "the locomotive and the radiator put intocommunication Withsaid other source of supply of steamregardless-ottheprevious manual setting of said valve mechanism.

, v48. In combination with a railway car "having steam and compressedair train through the radiator in reiatively large amounts and onreduction of pressure in the air tram pipe to atmospheric pressure toeffect circulation of steam through said ra-V diator in smaller amounts,and means for setting said valve mechanism manually without afiectingthe subsequent operations, as above set forth, of said pressure actuatedmeans.

49. In combination with heating apparatus, means for controlling saidapparatus comprising manually operated controlling mechanism adapted tobe set to put said apparatus into or out of operation, andautomaticselecting mechanism cooperating with said manually operablecontrolling mechanism which when moved to one position puts said heatingapparatus in operation regardless of the previous position of saidcontrolling mechanism. 50. In combination with heating apparatus, meansfor controlling said apparatus comprising manually operated controllingmechanism adapted to be set to put said apparatus into or out ofoperation, and automatic selecting mechanism cooperating with saidmanually operable controlling mecha= nism which when moved to oneposition puts said heating apparatus in operation but for the deliveryof an amount of heat less than the maximum which said apparatusi-scapable of delivering, regardless of theprevious position of saidcontrolling mechanism.

51. In combination with heating apparatus, means for controlling saidapparatus comprising automatic selecting mechanism which in one positionsets said heating apparatus in operation for delivery of the full amountof heat which the apparatus is capable of delivering, and in anotherposition brings about operation'of the heating apparatus for delivery ofa reduced amount of heat, and manually operable means coopcrating withsaid selecting mechanism, adapted to be set to put said heatingapparatus out of operation between movements of said selecting mechanismwhich is ineffective to prevent the subsequent control of said apparatusby said selecting mechanism as hereinabove set forth.

52. In a car heating system adapted to be supplied with steam fromalocomotive, when the car is attached to said locomotive, and from astationary source of supply, when the car is out off from thelocomotive, the combination of a radiator Valve mechanism operable'manually to control the flow of steam tosaid radiator, and meansactuated when the car is cut off fronrthe locomotive and its heatingsystem supplied with steam from said stationary source for operatingsaid valve mechanism, regardless of the position to which it may havebeen set manually, to permit flow of steam to the radiator.

53. In a car heating system adapted to be supplied with steam from alocomotive,

when the car is attached to the locomotive,

and from a stationary source of supply When the car is cut off from thelocomotive, the combination of a radlator, valve mechanism operablemanually to limit the flow of steam to said radiator, and means actuatedwhen the car is again connected With the locomotive after a period ofdisconnection for operating said valve mechanism, regardless of theposition to which it mayhave been set manually, to permit the radiatorto be supplied with steam to the maximum radiating capacity thereof.

EGBERT H. GOLD.

EDWARD A. RUSSELL.

